Two cycle engine



March 16,1937; 1.. a; COLLINS 2,073,935

TWO-CYCLE ENGINE Filed Dec. 16, 1932 K 4 Sheets-Sheet l a? v I 2% fl Ifizmm if v Inventor .21 0 6. fz'zizz'rzav v llomey March 16, 1937. L. G.COLLINS 2,073,985

' TWO-CYCLE ENGINE Filed Dec. 16, 1932 4 Sheets-Sheet 2 T' y I Inventor.Z''o z azzma March 16, 1937. L, COLLINS 2,073,985

TWO-CYCLE ENGINE Filed Dec. 16, 1932 4 Sheets-Sheet 3 Invntor Zo {5ZZZ/3926M /I Home y Patented Mar. 16, 1937 UNITED STATES TWO CYCLEENGINE Leo G. Collins,

Lancaster, N. H.

Application December 16, 1932, Serial No. 647,649

1 Claim.

This invention relates broadly to internal combustion engines and hasparticular reference to gasoline engines of the two cycle type.

The invention aims to provide an internal 5 combustion engine of the twocycle type that has fewer parts than similar engines now commonly used;is characterized by an arrangement and combination of elements tendingto eliminate vibration; and wherein the thrust of the explosion isabsorbed through the connecting rods and crank shaft at opposite pointsat the same time so that torque at the engine support is substantiallyprecluded.

The invention together with its numerous objects and advantages, will bebest understood from a study of the following description, taken inconnection with the accompanying drawings wherein:

Figure 1 is a longitudinal sectional elevational view taken through theengine the power cylinder being shown at the end of its power stroke.

Figure 2 is a view similar to Figure 1 the power cylinder being shown atthe limit of its compression stroke.

Figure 3 is a sectional elevational view at right angles to Figure 2 theparts being shown in a position corresponding to the position of theparts in Figure 2.

Figure 4 is a View taken at right angles to 30 Figure 1, the parts ofFigure 4 being shownl partly in section and partly in elevation, and inposition corresponding to the positions shown in Figure 1.

Figures 5, 6, and '7, are sectional views taken substantially on theline 5-5, 6-6, and 1-1 respectively of Figure 1.

Figure 8 is a sectional view taken substantially on the line 8-8 ofFigure 2.

Referring to the drawings in detail it will be seen that the internalcombustion engine embodying the features of the present invention,includes among other parts, a crank case l having a power cylinder Hrising therefrom; and cylinder H at its upper end is enlargeddiametrically to provide a fuel receiving chamber I2 into which fuel,from the carburetor (not shown) is admitted through an intake port l3provided in the top of the chamber and controlled by a poppetvalve l4.

There is also provided about the cylinder l I a chamber l5. for thecirculation of a cooling medium such as water or the like.

Suitably journalled in the crank case I0 is a crank shaft l6 providedwith a pair of cranks or throws l1 and a third crank or throw l8. Thecranks or throws I! are disposed at about one hundred and eighty degreesrelative to the crank or throw 3.

Arranged to reciprocate within the power cylinder II is a compressioncylinder I9 that is closed at'its upper end and opened at its lower end.At said upper end the cylinder I9 is provided with a piston 28 arrangedto'reciprocate within the chamber 12. Cylinder i9 is con- 10 nected withthe cranks or throws I! through the medium of connecting rods 2!, oneend of which rods are suitably connected with lateral pins 22 projectingfrom the cylinder 19 intermediate the ends of the cylinder, andoperating in slots 23 provided in the cylinder ll.

Arranged to reciprocate within the cylinder I9, relative to saidcylinder is a power piston 24 that is suitably connected through themedium of a connecting rod 25 with the throw or crank 18.

When the fuel in the chamber I2 is compressed, the same is forced fromthe chamber through a passage 26 provided inthe peripheral wall of thechamber adjacent the inlet port [3, and from the passage 26 the fuelpasses througln a passage 21 provided in the peripheral wall of thecylinder I9, and as shown in Figure 1, passage 21 at its upper end openslaterally through the piston 20, while at its lower end the passage 21opens into the cylinder l9 at a point below the transverse median of thecylinder.

The cylinder IS in a relatively opposite side thereof, and in a planeabove the lower end of the passage 21 is provided with an outlet orscavenging port 28 that is adapted to register with a scavenging oroutlet port 29 provided in the wall of the power cylinder l I when theparts are in the position shown in Figure 1, that is to say when thecylinder I9 is at the limit of its upstroke, and the power cylinder 24is at the limit of its down or power stroke.

The cylinder l9 adjacent its upper end is also provided with a suitablespark plug hole in which is arranged a spark plug 30. Suitably mountedon the exterior of the power cylinder II is a spring contact member 3|with which the spark plug 30 engages for igniting the fuel when theparts are in the position shown in Figure 2, that is when the cylinderI9 is at the limit of its downstroke, and the power piston 24 is at thelimit of its compression stroke.

There is also provided on the top of the power piston 24 a baflie 32that is so arranged as to be in suitable position relative to the outletend of the passage 21 when the parts are in the position shown in Figure1 so as to cause the incoming fuel to spread in a manner to insureproper combustion,

The operation is thought to be clear from a consideration of thedrawings. As cylinder I9 and power piston 24 move from the positionshown in Figure 1 to the position shown in Figure 2 a fuel mixture istaken from the carbureter (not shown) through the port I3, valve l4being open as shown in Figure 2 into the chamber l2, where on the nexthalf revolution, the fuel is compressed, cylinder l9, and piston 24moving from the position shown in Figure 2 or 3 to the position shown inFigure l or 4. As the gas is compressed, it escapes from the chamber l2through the passages 26 and 21 into the cylinder I9 and as the cylinderl9 moves down, and the piston 24 moves up to the position shown inFigure 2, the fuel in the cylinder I9 is compressed. The downwardmovement of the cylinder l9 to the position shown in Figure 2 brings thespark plug 30 into engagement with the contact 5 whereby an electricspark is developed for igniting the fuel compressed between the tops ofthe cylinder I9 and the piston 24. Obviously upon explosion of the fuelcylinder I9 is forced upwardly and piston 24 forced downwardly on itspower stroke.

It is of course to be understood, that a suitable carbureter, togetherwith suitable oiling and electric systems will be employed, but sincethey are not of the essence of the invention and any well known type ofsame may be employed, a showing of the same in the drawings has beendispensed with.

Even though I have herein shown and described the preferred embodimentof the invention, it is to be understood that the same is susceptible offurther changes, modifications and improvements coming within the scopeof the appended claim.

Having thus described my invention, what I claim as new is:

In an internal combustion engine of the character described comprising astationary outer cylinder, a piston operative in the said cylinder, saidpiston being provided with a depending cylinder, a guide for thedepending cylinder, said guide having a water jacket being adapted tosupport the said stationary cylinder, a spark plug projecting into thedepending cylinder immediately under the piston thereon and having anoutwardly projecting electrode, and a spring contact mounted upon thesaid water jacket, said outer cylinder having an opening in the lowerportion thereof through which air can pass and into which the upperportion of the spring projects into the stationary cylinder in the pathof the electrode of the said spark plug.

LEO G. COLLINS.

